Autonomous vehicle applique

ABSTRACT

This disclosure provides a device and a system for retrofitting a vehicle for unmanned operation. The system can have a navigation computer that can provide commands to a plurality of actuators for manipulating the onboard controls of a vehicle. The navigation computer can receive input from one or more remote operators and from a variety of sensors. The plurality of actuators can include a steering actuator that surrounds a steering column or a steering column housing to engage with a steering wheel of the vehicle. The steering actuator can have tongs that engage the steering wheel. The tongs can be coupled to an inner gear ring that can rotate within an outer housing of the steering actuator. Rotation of the tongs can interact with and move the steering wheel in response to commands from the navigation computer.

BACKGROUND

Technological Field

This disclosure relates to operation of autonomous vehicles. Morespecifically, this disclosure relates to devices and systems forretrofitting vehicles for autonomous or remote operation.

Related Art

There is a need for Unmanned Ground Vehicles (UGVs) for situationsconsidered too dangerous for the drivers of these vehicles. For example,Truck Mounted Attenuators (TMAs), highway safety vehicles that carry animpact attenuator unit, place the safety driver in danger in the eventthe TMA is struck by an errant vehicle such as a semi-trailer truck.Operating such a vehicle in a leader/follower configuration would removethe driver from the TMA and place him in a separate and safer leadvehicle. The military also has a need for UGVs for various applicationsinvolving urban warfare, explosive ordnance removal, live fire trainingexercises, etc. Unmanned military vehicles can lower operating costs,eliminate expensive armor plating as protection against improvisedexplosive devices (IED), and reduce the incidence of vehicle accidentscaused by driver fatigue.

Unmanned vehicles can be implemented through the use of drive-by-wireservo mechanisms that can be controlled remotely by a human operator, oras fully autonomous vehicles via the addition of advanced sensorpackages and computerized guidance algorithms.

SUMMARY

In general, this disclosure describes systems and methods related todevices and systems for operating unmanned vehicles. The devices andsystems disclosed herein can be employed to remotely or autonomouslycontrol unmanned vehicles. The unmanned vehicle system described hereincan have a remote control station used to control a multi-platformapplique kit (M-PAK). The M-PAK can be installed on a vehicle. The M-PAKcan then be remotely operated or commanded in an autonomous orsemi-autonomous mode. The M-PAK can have actuators used to controlvarious systems onboard the vehicle for remote operation. The one ormore vehicles can also be easily converted back to manual control at anytime by simply manually overriding the actuators and without having toremove any UGV subassemblies or servo mechanisms.

The systems and devices of this disclosure each have several innovativeaspects, no single one of which is solely responsible for the desirableattributes disclosed herein.

One aspect of the disclosure provides a device for retrofitting avehicle for unmanned operation. The device can have an outer housinghaving a gear race. The device can also have an inner gear ring having aplurality of attachment points and located in the gear race. The devicecan also have at least one tong coupled to the inner gear ring at one ormore attachment points of the plurality of attachment points andconfigured to engage with a steering wheel of the vehicle. The devicecan also have a servo motor having a pinion gear drivingly engaged withthe inner gear ring within the gear race, the servo motor configured toreceive commands from a navigation computer.

Another aspect of the disclosure provides a system for operating anunmanned vehicle. The system can have a memory configured to storenavigation data. The system can also have a processor coupled to thememory and configured to generate commands for control of the vehicle.The system can also have a steering actuator being coupled to theprocessor and operable to rotate a steering wheel of the vehicleaccording to the commands. The steering actuator can have one or moretongs operable to engage one or more spokes of the steering wheelwithout being coupled to the steering wheel.

Another aspect of the disclosure provides a steering actuator for anunmanned vehicle, the unmanned vehicle having a dashboard, a steeringcolumn, and a steering wheel having spokes. The steering actuator canhave an outer housing formed to surround the steering column between thedashboard and the steering wheel, the outer housing having a gear race.The steering actuator can also have an inner gear ring disposed withinthe gear race. The inner gear ring can have a top surface formed with aplurality of attachment points and a plurality of gear teeth formedalong a circumference of the inner gear ring. The steering actuator canalso have one or more tongs coupled to one or more attachment points ofthe plurality of attachment points. The one or more tongs can extendthrough an interior portion of the steering wheel and interacting withthe spokes without being coupled to any portion of the steering wheel.The steering actuator can also have a servo motor coupled to the outerhousing and operable to move the inner gear ring and the tongs.

Other features and advantages of the present disclosure should beapparent from the following description which illustrates, by way ofexample, aspects of the disclosure.

BRIEF DESCRIPTION OF THE FIGURES

The details of embodiments of the present disclosure, both as to theirstructure and operation, may be gleaned in part by study of theaccompanying drawings, in which like reference numerals refer to likeparts, and in which:

FIG. 1 is a functional block diagram of an embodiment of an unmannedvehicle system;

FIG. 2 is a functional block diagram of the unmanned vehicle applique ofFIG. 1; and

FIG. 3 is a top perspective view of an embodiment of a steering actuatorof the unmanned vehicle applique of FIG. 2;

FIG. 4 is a top perspective view of an embodiment of a tong of thesteering actuator of FIG. 3;

FIG. 5 is an exploded view of the steering actuator of FIG. 3;

FIG. 6 is a bottom plan view of the steering actuator of FIG. 3;

FIG. 7 is a is a cross section of the steering actuator taken along theline 7-7 of FIG. 6;

FIG. 8A is top perspective view of the steering actuator of FIG. 3applied to a steering column;

FIG. 8B is another top perspective view of the steering actuator of FIG.3 applied to a steering column;

FIG. 8C is another top perspective view of the steering actuator of FIG.3 applied to a steering column.

FIG. 9 is right perspective view of the steering actuator of FIG. 3applied to a vehicle;

FIG. 10 is left perspective view of the steering actuator of FIG. 3applied to a vehicle;

FIG. 11 is rear perspective view of the steering actuator of FIG. 3applied to a vehicle; and

FIG. 12 is a bottom perspective view of the steering actuator of FIG. 3applied to a vehicle.

DETAILED DESCRIPTION

The detailed description set forth below, in connection with theaccompanying drawings, is intended as a description of variousembodiments and is not intended to represent the only embodiments inwhich the disclosure may be practiced. The detailed description includesspecific details for the purpose of providing a thorough understandingof the embodiments. However, it will be apparent to those skilled in theart that the disclosure without these specific details. In someinstances, well-known structures and components are shown in simplifiedform for brevity of description.

FIG. 1 is a functional block diagram of an embodiment of an unmannedvehicle system. An unmanned vehicle system (system) 100 can have one ormore vehicles 102. Three vehicles 102 are shown, labeled as vehicles 102a, 102 b, 102 c but may be referred to collectively as the vehicles 102,or generally as the vehicle 102.

The vehicles 102 can have an onboard control system (onboard controls)104. The onboard controls 104 can be one or more standard controls of acommon vehicle. For example, the onboard controls 104 can have asteering wheel, an accelerator, a brake pedal, and a gear shifter, toname a few common controls. A user, such as a driver, for example, canmanipulate the onboard controls 104 and operate the vehicle 102. In sucha case, the vehicle 102 can be referred to as a manned vehicle.

In some embodiments, the vehicle 102 can have a multi-platform appliquekit (M-PAK) 110 installed. The M-PAK 110 can be operably coupled to theonboard controls 104 for unmanned operation. The M-PAK 110 can have aseries of actuators that are coupled to the onboard controls 104. Forexample, there can be actuators that control the steering, shifting, andbraking, for example. In some embodiments, the M-PAK 110 can perform thefunctions of an operator in the manned vehicle 102. In such anembodiment, the vehicle 102 is can be termed a UGV.

In some embodiments, the M-PAK 110 can be in wireless communication witha fixed control system 120. In some embodiments the fixed control system120 is mobile or moveable. The fixed control system 120 can allow aremote operator to send commands to the M-PAK 110 to remotely controlthe vehicle 102 in a semi-autonomous mode. In the semi-autonomous mode,the M-PAK 110 can receive commands from the fixed control system 120whereby an operator can actively control the direction of travel andspeed of the vehicle 102 via the M-PAK 110. In some other embodiments,an operator at the fixed control system 120 can send commands to theM-PAK 110 to operate the vehicle 102 in an autonomous mode. In theautonomous mode, the M-PAK 110 can store and execute a mission plan, forexample. The mission plan can have a series of commands that control thevehicle 102 or propel the vehicle 102 along a predetermined routewithout little or no additional human input or interaction. For example,the M-PAK 110 can be installed in the vehicle 102 that is part of aconvoy following a predetermined route.

In some embodiments, the fixed control system 120 can have a steeringwheel simulator, a brake and throttle pedal simulators, gear shiftsimulator, laptop computer, and data radio, for example.

In some other embodiments, the system 100 can also have a man portablecontrol system 130. The man portable control system 130 can be a remotesystem used by an operator in the field. The man portable control system130 can be a small, portable console can have a user interface allowingthe operator to send mission plan updates, turn-by-turn instructions,and other commands to the M-PAK 110 for operation of the vehicle 102.Both the man portable control system 130 and the fixed control system120 can communicate wirelessly to the M-PAK 110. Such wirelesscommunication can be line-of-sight (LOS) communication such as viacellular or other radio communication, or over-the-horizon (OTH)communication using, for example, one or more radio relays, long rangeradio transmissions, or a satellite link.

The man portable control system 130 can have, for example, a ruggedizedtablet computer that is connected to a portable data radio. The tabletcomputer can allow the operator to control the vehicle 102 by sight atshort distances without requiring a direct video feed from the vehicle'scamera.

In some embodiments, the system 100 can operate all of the vehicles 102(e.g., the vehicles 102, 102 b, 102 c) operating as UGVs. This can allowa single operator at the fixed control system 120 or the man portablecontrol system 130 to control the one or more vehicles 102 atsimultaneously. In an embodiment, a plurality of vehicles 102 can becommanded into a leader-follower role. For example, a lead vehicle 102 acan be set to follow a mission plan in an autonomous mode or sequentialcommands in a semi-autonomous mode. In the same example, multiplefollower vehicles 102 b, 102 c can be set in an autonomous mode tofollow the lead vehicle 102. In such an example, the lead vehicle 102can be manned or unmanned. This arrangement can allow manned andunmanned vehicles to perform cooperatively in tactical movementoperations.

In many circumstances, only one of the fixed control system 120 and theman portable control system 130 may control the vehicle 102 at a time.However, in some embodiments, control of the vehicle 102 can betransferred from one of the fixed control system 120 and the manportable control system 130 to the other via wireless communications.

During convoy operations, the Leader vehicle (e.g., the vehicle 102 a)can transmit its own velocity, heading, and position information tofollower vehicles (e.g., the vehicles 102 b, 102 c) using periodicpacket messages referred to herein as electronic breadcrumbs(“eCrumbs”). The eCrumbs can be transmitted periodically to let theFollower vehicles 102 b, 102 c know precisely where the Leader vehicle102 a is as it travels along its intended route. In some embodiments,the eCrumbs can be transmitted at a rate of two messages per second. TheM-PAK 110 is able to operate in urban environments, mountainous areas,inside tunnels, through heavy foliage, etc., and can also operate inharsh weather conditions such as rain, snow, sand, and dust.

An advantage of the M-PAK Leader/Follower system is that the Followersdo not need to know about the environment around them, or even abouttheir own physics of motion. The Followers only need to know what theLeader does at each eCrumb and then do the same thing when they getthere. In this way, the safe operation of all vehicles is assured by theremote operator or a human driver in the Leader vehicle 102 a.

FIG. 2 is a functional block diagram of the multi-platform applique kitof FIG. 1. The MPA-K 110 can have a central processing unit (CPU) 202.The CPU 202 can be implemented as one or more processors. The CPU 202can be coupled to a navigation module (nav module) 204. The nav module204 can have a mission computer 206. The mission computer 206 can beprogrammed for a specific mission and provide commands to the CPU 202for to control the vehicle 102. The nav module 204 can also have a dataradio 208. The data radio 208 can receive input from, for example, thefixed control system 120 or the man portable control system 130. Thedata radio 208 can also relay eCrumbs (position and othermission-critical information) from the mission computer 206 to externalreceivers via an antenna 216. The antenna 216 is shown as a singleantenna but can be implemented as more than one antenna 216.

The nav module 204 can also have a global positioning system (GPS)receiver 210. The GPS receiver can provide position information to themission computer 206. The nav module 204 can also have a memory 212 forstoring mission-related data. The memory 212 can be programmed withmission information, plans, and/or stored commands. The nav module 204can also have a compass 214 to provide additional direction informationto the mission computer 206. The CPU 202, the nav module 204, and themission computer 206 are depicted as separate components, however insome embodiments, functions of each can be separated or combined intoone or more components as required by a given implementation.

In some embodiments, the nav module 204 can be a self-contained deviceto house a the mission computer 206, the compass 214, the GPS receiver210, the data radio 208, and associated antennas 216, all of which canbe contained in an aerodynamic housing that is attached to the roof orhood of the vehicle 102. The nav module 204 can be tied down using, forexample, one or more straps, or mounted to an external surface usingoptional rubber-coated magnets. In some other embodiments, the navmodule 204 can be bolted or otherwise fastened directly to the vehicle102 for more permanent installations.

In some embodiments, the M-PAK 110 can have an operator control panel218. The operator control panel 218 can allow a user or operator toengage and disengage the system allowing either manual operation of thevehicle 102 or autonomous/semi-autonomous operation from the fixedcontrol system 120 or the man portable control system 130. The operatorcontrol panel 218 can also have switches and indicators that let thedriver configure the system prior to the start of convoy operations. Theoperator control panel 218 can also have controls to allow the vehicle102 to function in a leader role or the follower role as required. Theoperator control panel 218 can be located or installed within easy reachof a driver (e.g., near the driver's seat).

The M-PAK 110 can also have a power and data bus (bus) 228. The bus 228can connect each of the individual components of the M-PAK 110 anddistribute power and convey data between the parts. In some embodiments,the bus 228 can receive power from a power distribution module (PDM)229. The PDM 229 can be the electrical hub of the M-PAK system,delivering power to some or all of the components of the M-PAK 110 viathe bus 228.

The M-PAK 110 can also have an emergency stop (e-stop) 226. The e-stop226 can send a command to the CPU 202 to immediately stop the vehicle102 under any driving condition. The e-stop can send an interruptcommand directly to the actuators 240 or indicate a need to the CPU 202to actuate the brake. The e-stop 226 can be a button or switch on theoperator control panel 218. The e-stop 226 can also be implemented asone or more buttons mounted externally on the vehicle 102. The internaland external buttons can be wired in series allowing a collision with aleader/follower vehicle, or a manual input to immediately cease vehiclemovement.

In some embodiments, the follower vehicles 102 b, 102 c can be fittedwith external e-stops 226 that can be magnetically attached to theexterior surfaces. The e-stops 226 can allow an operator to command animmediate and full stop in the event of an emergency. When an e-stop 226switch is activated, all power can be removed from the servos (steering,throttle, brake, and transmission), the engine's ignition can be shutoff (or the fuel supply is cut off if it is a diesel engine), and fullbrakes are applied using an independent servo actuator. At the sametime, a signal is sent to the leader vehicle (e.g. the vehicle 102 a) tonotify the driver that an e-stop event has occurred. The activatedswitch remains in the STOP position until manually reset by theoperator. The e-stop system is simple to use and independent from allother M-PAK systems in order to provide a safe and reliable method forterminating vehicle motion in the event of an emergency. The e-stops 226can be magnetically attached to the vehicle 102 and the bus 228.

The M-PAK 110 can also have plurality of sensors, such as a radar 220,one or more cameras 222, and one or more speed sensors 224. The radar220 can be implemented to track surrounding vehicles (e.g., the vehicle102 b can track the vehicles 102 a, 102 c) or terrain. The radar 220 cansense objects that get in the vehicle's way. In some embodiments, theradar 220 can be implemented to detect pedestrians or other vehicles. Insome embodiments, the CPU 202 can ignore objects sensed by the radar 220that are not moving (with respect to the vehicle 102), such as othervehicles in the convoy. In some embodiments, the radar 220 can sense anobject in the way and the nav module 204 can command the vehicle 102 tostop until it is safe to proceed. In some other embodiments, the radar220 can be a part of advanced obstacle detection system that can detectobjects and avoid or go around them if possible.

The radar 220 can further operate in conjunction with the speed sensor224 to allow better control of the vehicle 102. The speed sensor 224 canbe, for example, a Doppler radar. Each of these sensors can feedinformation to the CPU 202, the mission computer 206, or to a remoteoperator at the fixed control system 120 or the man portable controlsystem 130, via the antenna 216.

The camera 222 can allow remote option of the vehicle 102 using a videolink. The camera 222 can be implemented as one or more vehicle-mountedcameras. The operator can use either the fixed control system 120 or theman portable control system 130 to control the vehicle 102 via thevisual cues provided by the camera 222.

The M-PAK 110 can also have a plurality of actuators 240. The actuators240 can be linear actuators that can be installed on various controls ofthe vehicle 102. As used herein, the actuators 240 can include a brakeactuator 242, an accelerator actuator 244, and a shifter actuator 246.Each of the actuators 240 can be implemented, for example, as ahydraulic or electro-mechanical actuator or servo that can be commandedby the mission computer 206 or via the CPU 202 to manipulate theassociated control (e.g., the onboard controls 104). As the individualnames imply, the actuators 240 can be operably coupled to, for example,the brake pedal, accelerator pedal, and the shifter of the vehicle 102.In some embodiments, the actuators 240 can be coupled to the variouscontrols via a rigid connection or via one or more wires or cables.

In some embodiments, the shifter actuator 246 can be coupled to themechanical controls for an automatic transmission, for example. Theactuators 240 can be installed on a metal plate, for example, that isbolted to the floor of the vehicle 102 or to some other availableinternal structure. The actuators 240 can connect to the driver pedals(e.g., gas pedal and brake pedal) using mechanical cables that arerouted under the driver's floor mat to prevent interference with theoptional safety driver.

In some embodiments, the actuators can provide electronic signals to oneor more of the onboard controls 104 (e.g., when the vehicle includes oneor more electronically controlled systems such as the accelerator). Forexample, the shifter actuator 246 may not be present in a vehicle 102having an electronic transmission. In such an embodiment, thetransmission or shifting routines can be controlled directly by the CPU202.

The M-PAK 110 can also have steering actuator 300. The steering actuator300 can be a servo-operated, rotating actuator that can engage with thesteering wheel. As described in the following figures, embodiments ofthe steering actuator 300 can be mounted without having to remove thesteering wheel and actually “floats” around the steering column. Oncethe mounting brackets are installed the actuator itself can be quicklyand easily removed/installed.

The actuators 240 and the steering actuator 300 can allow an optionalsafety driver to take full control of the vehicle 102 at any timewithout removing or disconnecting any actuators 240 or the steeringactuator 300. The actuators are located inside the vehicle in areas thatavoid interfering with a safety driver. The vehicle 102 can be returnedto manual operation at any time by simply removing power from the M-PAKservos using, for example, a toggle switch on the operator control panel218.

FIG. 3 is a top perspective view of an embodiment of a steering actuatorof the unmanned vehicle applique of FIG. 2. The steering actuator 300can have an outer housing 302. The outer housing 302 can have an upperportion 304 and a lower portion 306. The upper portion 304 and the lowerportion 306 can each have a semi-circular shape or a shape that forms aportion of a circular shape, such that when coupled, the outer housing302 can have an approximately circular inner circumference to surround asteering column. The upper portion 304 and the lower portion 306 can behingably coupled by a hinge assembly having one or more pins 310. Asshown, the hinge assembly is shown with two pins 310 allowing the upperportion 304 to rotate away from the lower portion 306. In someembodiments, the hinge assembly may have a single pin 310.

In some embodiments, the steering actuator 300 can have a connectingassembly 314 on a fastener end 316 of the lower portion 306. Theconnecting assembly 314 can secure a fastener end 318 of the upperportion 304 to the fastener end 316 of the lower portion 306. Theconnecting assembly 314 can, for example, have a clasp on the fastenerend 316 and catch on the fastener end 318. In some embodiments, theconnecting assembly 314 can be a latch, a worm bolt, or other meansallowing the fastener ends 316, 318 to be secured together. In someother embodiments, the connecting assembly 314 can have hardware such asa nut and bolt or a screw that threads into a portion of the fastenerends 316, 318 to secure them together (not shown). The pin 310 can allowthe upper portion 304 to rotate or open away from the lower portion 306in a direction indicated by an arrow (direction) 312. The upper portion304 and lower portion 306 can then receive a steering column (see below)and close in a clamshell motion, opposite the arrow 312. The connectingassembly 314 can then secure the two portions of the outer housing 302to surround a steering column.

In some embodiments, the hinge assembly and the pin 310 can be replacedby another coupler or connecting assembly, similar to the connectingassembly 314. Accordingly, in such an embodiment, the upper portion 304can be detachable from the lower portion 306.

The steering actuator 300 can have an inner gear ring 320. The innergear ring can be housed and configured or arranged to rotate within theouter housing 302. The inner gear ring 320 can have a plurality ofattachment points 322 formed in a top surface 321. The steering actuator300 can also have one or more tongs 330 coupled, affixed, or otherwisefastened to the inner gear ring 320 via the attachment points 322. Theattachment points 322 can accommodate the tong(s) 330 in variousconfigurations about the circumference of the top surface 321 of theinner gear ring 320. The attachment points 322 can, for example, be aseries of attachment points separated by a spacing 325 and spaced aboutthe top surface 321 of the inner gear ring 320. When installed in thevehicle 102, the tongs 330 can engage with the steering wheel (seebelow). The expression or phrase “to engage” or “engaged with” as usedin relation to the steering actuator 300 and the tongs 330 can mean thetongs 330 are close to, touch, or interact to move the steering wheel, aportion of the steering wheel (e.g., the spokes of the steering wheel),as described below.

In some other embodiments, the attachment points 322 can alternativelybe a series of protrusions extending away from the inner gear ring 320(not shown). In such an embodiment, the tongs 330 can be secured to theattachment points 322 in an interference fit.

The steering actuator 300 can have a servo motor 340 coupled to theouter housing 302 at a protrusion 342. The servo motor 340 can engagewith and drive the inner gear ring 320 in a circle and within the outerhousing 302. The servo motor 340 can thus move the tongs 330 clockwiseand counterclockwise about an inner perimeter of the outer housing 302.As the servo motor 340 turns, the tongs 330 also move. When installed inthe vehicle 102, the servo motor 340 can turn the inner gear ring 320which moves the tongs 330. The tongs 330 can then engage with and imparta rotational force on the spokes of the steering (see FIG. 9 and FIG.10) wheel turning the steering wheel of the vehicle 102. In someembodiments, the tongs 330 are the only point of contact between thesteering actuator 300 and the steering wheel. The tongs 330 can beinstalled anywhere along the inner gear ring 320 to accommodatedifferent steering wheel spoke locations and configurations. The tongs330 can also be custom designed to accommodate nearly any style or sizeof steering wheel. Two tongs 330 are depicted in this figure, thoughmore or fewer may be implemented in some embodiments. In someembodiments, the tongs 330 are not coupled or otherwise secured tosteering wheel.

FIG. 4 is a top perspective view of an embodiment of a tong of thesteering actuator of FIG. 3. The tong 330 can be coupled to or engagedwith the inner gear ring 320. The tong 330 can have a flange 332. Theflange 332 can have one or more tong attachment points 334. The tongattachment points 334 can interact or engage with the attachment points322 on the inner gear ring 320 to secure one or more tongs 330 in apredetermined location about the circumference of the inner gear ring320. The tong attachment points 334 can be spaced apart by a spacing335. The spacing 335 can be similar to the spacing 325 (FIG. 3) to allowflexibility in the arrangement of the tongs 330 about the inner gearring 320. The tong attachment points 334 can, for example, be holeshaving a shape and spacing to accommodate the spacing of the attachmentpoints 322. In the embodiment disclosed above, tong attachment points334 can be sized to receive the attachment points 322 configured asprotrusions in an interference fit, securing them in a desired locationon the inner gear ring 320.

In some embodiments, the tong attachment points 334 and the attachmentpoints 322 can be aligned to receive a fastener 326. The fasteners 326are shown as bolts, but can also be implemented as screws, pins, orother applicable fastening means.

In some embodiments, the attachment points 322 and/or the tongattachment points 334 can be holes or apertures configured to accept thefasteners 326. In such an embodiment, the attachment points 322 can beformed with internal threads sized to receive external threads of thefasteners 326. The fasteners 326 can then extend through the tongattachment points 334 and engage with the internal threads of theattachment points 322. In some embodiments, the tong attachment points334 can be formed as apertures having internal threading (not shown)corresponding to the internal threading of the attachment points 322 tosecure the fastener 326.

In some embodiments, the tong attachment points 334 can alternativelyhave an oblong shape (FIG. 7) to accommodate different designs, forexample, when the spacing 335 and the spacing 325 are not similar oridentical.

In some other embodiments, where the attachments points are protrusionsas described above, the tong attachment points 334 can be formed toreceive the attachment points 322 in an interference fit. The size,shape, and spacing of the attachment points 322 and the tong attachmentpoints 334 can allow the tongs to be spaced about the inner gear ring320 as desired.

The tong 330 can also have a tong arm 336. The tong arm 336 can extendaway from the flange 332 and the top surface 321 of the inner gear ring320 a distance 338, when installed. When the steering actuator 300 isinstalled within the vehicle 102, the tong arm 336 can engage with thespokes of the steering wheel (see below). The distance 338 can allow thetongs 330 can be installed anywhere along the top surface 321 of theinner gear ring 320 to accommodate different spoke locations. The tongs330 and the tong arms 336 can have custom designs providing differentlengths and different angles to accommodate different types of steeringwheels. In some embodiments, the tongs 330 can have a curved structureor bends to accommodate certain structural aspects of the steering wheelin use.

FIG. 5 is an exploded view of the steering actuator of FIG. 3. The innergear ring 320 can rest within the outer housing 302 on a gear race 309.The gear race 309 can support the inner gear ring 320 and allow it torotate within the outer housing 302. The inner gear ring 320 can alsohave a removable gear ring section 324 to allow installation and removalof the steering actuator 300 around a steering column. The removablegear ring section 324 can also be referred to herein as removable gearsection 324.

The inner gear ring 320 can have teeth 327 formed about a perimeter ofthe inner gear ring 320. In some embodiments the teeth 327 can be formedabout an outer perimeter of the inner gear ring 320, as shown. In someother embodiments, the teeth 327 can be formed about an inner perimeterof the inner gear ring 320. Similarly, the servo motor 340 can have apinion gear 344 with pinion teeth 346 that are formed corresponding tothe teeth 327. The pinion teeth 346 can drivingly engage with the teeth327. As the servo motor 340 turns, the pinion gear 344 turns, which thenturns the inner gear ring 320 and the tongs 330.

In some embodiments, the inner gear ring 320 can have diameter 328. Insome embodiments the diameter 328 can be approximately eight to twelveinches, and provide a gear ratio of approximately 12:1.

The inner gear ring 320 can be formed from a metallic material. In someembodiments, the inner gear ring can be a metal ring formed with teeth327 formed from a polymer, such as nylon. In some other embodiments, theinner gear ring 320 and/or the teeth 327 can be formed of anon-metallic, polymer, or composite, material. In some embodiments, thepinion gear 344 can be formed of a metal, such as, for example,stainless steel. In some other embodiments, the pinion gear 344 can beformed of a polymer or composite.

FIG. 6 is a bottom plan view of the steering actuator of FIG. 3. Theouter housing 302 can be affixed or otherwise mounted to a mountingplate 350. The mounting plate 350 can provide structural support for thesteering actuator 300 and the servo motor 340. The servo motor 340 canbe mounted to the mounting plate 350 such that the pinion gear 344meshes with the inner gear ring 320, or more specifically, the pinionteeth 346 mesh with the teeth 327.

FIG. 7 is a cross section of the steering actuator taken along the line7-7 of FIG. 6. In this view the inner gear ring 320 can be seeninteracting with the pinion gear 344. The outer housing 302 can alsohave one or more roller housings 352. The roller housings 352 are shownas roller housing 352 a and roller housing 352 b. The roller housings352 can house one or more rollers 354.

The rollers 354 are shown as a roller 354 a, a roller 354 b, and aroller 354 c, but can be referred to collectively as the rollers 354.The rollers can be formed as small cylinders set within the rollerhousings 352. The rollers 354 can freely roll within the roller housings352 to provide support for the rotation of the inner gear ring 320within the gear race 309. Only three rollers 354 are shown but more orfewer may be implemented for the same or similar purpose. The one ormore rollers 354 can have gear teeth corresponding to the teeth 327 thatsupport the rotation of the inner gear ring 320. In some embodiments,the roller 354 can be smooth, having no teeth. In some otherembodiments, the rollers 354 can have a channel formed about theircircumference that does not mesh with the pinion teeth 346, but supportsthe rotation of the inner gear ring 320.

The removable gear ring section 324 can be affixed or otherwise fastenedto the rest of the inner gear ring 320 by one or more fasteners 356. Thefasteners 356 can be, for example, small screws or bolts that secure theremovable gear ring section 324 to the inner gear ring 320 to make theinner gear ring a single component. In some embodiments, the removablegear ring section 324 can be snapped in place without the use ofseparate fasteners (e.g., the fasteners 356).

The tongs 330 are also shown in this view with the flanges 332. The tongattachment points 334 are also shown having an oblong shape. The oblongshape can allow the tongs 330 to be adjusted in a continuous rangearound the inner gear ring 320. The oblong shape of the tong attachmentpoints 334 can also allow different tongs 330 to be used on an innergear ring 320 with attachment points 322 that have a spacing 325different from the spacing 335.

FIG. 8A is top perspective view of the steering actuator of FIG. 3applied to a vehicle. As noted above, the upper portion 304 can berotated away from the lower portion 306 via the pin 310 in the direction312. The removable gear ring section 324 can be removed from the innergear ring 320 to accommodate a steering column 602 during installation.As used herein, the steering column is the portion of the vehicle 102that rotates with the steering wheel and controls the direction of thewheels. The steering column 602 is represented as a dashed circle. Theupper portion 304 of the steering actuator 300 can then be moved in adirection indicated by an arrow (direction) 604 to surround the steeringcolumn 602.

FIG. 8B is another top perspective view of the steering actuator of FIG.3 applied to a steering column. Once the steering actuator is in placearound the steering column 602, the removable gear ring section 324 canbe reinstalled in the inner gear ring 320. The upper portion 304 of theouter housing 302 can then be rotated in a direction indicated by anarrow (direction) 510 via the pin 310.

FIG. 8C is another top perspective view of the steering actuator of FIG.3 applied to a steering column. Once the upper portion 304 is rotatedback toward the lower portion 306, the connecting assembly 314 can beactuated, securing the outer housing 302 around the steering column 602.

FIG. 9 is right perspective view of the steering actuator of FIG. 3applied to a vehicle. After the process shown in FIG. 8A, FIG. 8B, andFIG. 8C is completed, the removable gear ring section 324 can beinstalled and the upper portion 304 is secured to the lower portion 306using the connecting assembly 314. The steering actuator 300 can thensurround the steering column 602 (FIG. 6).

The steering column 602 can be coupled to a steering wheel 702. Thesteering wheel 702 can have one or more spokes 704. The spokes 704 canprovide one of a number of configurations coupling the steering wheel702 to the steering column 602.

In some embodiments, the tongs 330 can extend the distance 338 (FIG. 4)through the inside or interior of the steering wheel 702 when coupled tothe inner gear ring 320. The attachment points 322 can provide amounting point for the tongs 330.

In some embodiments, the tongs 330 can extend the distance 338 only asfar as required to contact the spokes. Accordingly, the steeringactuator 300 does not impede use of the driver seat and manualmanipulation of the steering wheel 702. Therefore, even with thesteering actuator 300 installed, a driver can still easily drive thevehicle 102 in a manual mode.

FIG. 10 is left perspective view of the steering actuator of FIG. 3applied to a vehicle. The steering actuator 300 can be secured in placeto fixed or stationary portion of the vehicle 102 behind the steeringwheel 702 with an upper mounting bracket 810. As shown, the uppermounting bracket 810 can be fastened or otherwise secured to a lowerportion of a dashboard or a steering column housing 1002 of the vehicle102. The steering column housing 1002 refers to a portion of the vehicle102 that remains stationary while allowing the steering column 602 torotate freely with the steering wheel 702 in response to movement of thesteering actuator 300.

For example, the upper mounting bracket 810 can be affixed to thesteering column housing 1002 between an instrument cluster and thesteering wheel 702. This is shown in FIG. 11. In a similar fashion, theupper portion 304 (e.g., the outer housing 302) of the steering actuator300 also be fastened or otherwise affixed to the upper mounting bracket810. In this way, the upper mounting bracket 810 can support the upperportion 304 of the steering actuator 300 as it surrounds the steeringcolumn 602.

In some embodiments, a lower mounting bracket 820 can also be used tosecure the lower portion 306 (e.g., the steering actuator 300) toanother stationary or fixed portion of the vehicle 102 under thesteering wheel 702. In some embodiments, the lower mounting bracket 820can be secured to a portion of the steering column housing 1002 or to aportion of the footwell, in front of the driver's legs, for example. Inthis way, the lower mounting bracket 820 can support the lower portion306 of the steering actuator 300 as it surrounds the steering column602.

FIG. 11 is top rear perspective view of the steering actuator of FIG. 3applied to a vehicle. As shown, the upper mounting bracket 810 can havea lower end 812 fastened to the steering column housing 1002. The lowerend 812 of the upper mounting bracket 810 can have one or more flanges814 or other provisions that can accept fasteners to secure the uppermounting bracket 810 to the steering column housing 1002. In someembodiments, the lower end 812 of the upper mounting bracket 810 can be,for example, bolted to the steering column housing 1102.

The upper mounting bracket can also have an upper end 816. The upper end816 can similarly fastened to the upper portion 304 of the steeringactuator 300 using fasteners such as bolts or screws, for example.

FIG. 12 is a bottom perspective view of the steering actuator of FIG. 3applied to a vehicle. The lower mounting bracket 820 can have a lowerend 822 fastened or otherwise affixed to the vehicle 102 in, forexample, a footwell 824. As described herein, the footwell 824 can be,for example, the portion of the vehicle 102 that surrounds a driver'sfeet and legs when seated in a driver seat 840. The footwell 824 can bethe portion of the vehicle 102 opposite the driver seat 840 within thevehicle 102. The lower end 822 can be bolted or otherwise secured to thevehicle 102 in the footwell 824. In some other embodiments, the lowermounting bracket 820 can be secure to the steering column housing 1002.This could reduce the size of the lower mounting bracket 820 and reduceany intrusion on the driver compartment of the vehicle 102.

The lower mounting bracket 820 can also have an upper end 826. The upperend 826 can be fastened or otherwise affixed to the steering actuator300. In some embodiments, the upper end 826 of the lower mountingbracket 820 can be bolted to the lower portion 306 of the steeringactuator 300. In some embodiments, the mounting plate 350 can provide aninterface or connection point between the steering actuator 300, thelower mounting bracket 820, and the servo motor 340. The mounting plate350 can provide structural support to maintain contact (e.g., drivingengagement) between the pinion teeth 346 of the pinion gear 344 and theteeth 327 of the inner gear ring 320.

Those of skill will appreciate that the various illustrative logicalblocks (e.g., the various electronic and computer components describedherein), and components described in connection with the embodimentsdisclosed herein can often be implemented as electronic hardware,computer software, or combinations of both. To clearly illustrate thisinterchangeability of hardware and software, various illustrativecomponents, blocks, modules, and steps have been described abovegenerally in terms of their functionality. Whether such functionality isimplemented as hardware or software depends upon the design constraintsimposed on the overall system. Skilled persons can implement thedescribed functionality in varying ways for each particular application,but such implementation decisions should not be interpreted as causing adeparture from the scope of the disclosure. In addition, the grouping offunctions within a module, block, or step is for ease of description.Specific functions or steps can be moved from one module or blockwithout departing from the disclosure.

The various illustrative logical blocks and modules (e.g., the variousservers described herein) described in connection with the embodimentsdisclosed herein can be implemented or performed with a general purposeprocessor, a digital signal processor (DSP), application specificintegrated circuit (ASIC), a field programmable gate array (FPGA) orother programmable logic device, discrete gate or transistor logic,discrete hardware components, or any combination thereof designed toperform the functions described herein. A general-purpose processor canbe a microprocessor, but in the alternative, the processor can be anyprocessor, controller, microcontroller, or state machine. A processorcan also be implemented as a combination of computing devices, forexample, a combination of a DSP and a microprocessor, a plurality ofmicroprocessors, one or more microprocessors in conjunction with a DSPcore, or any other such configuration.

A software module (e.g., those for use with the nav module 204), canreside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROMmemory, registers, hard disk, a removable disk, a CD-ROM, or any otherform of storage medium. An exemplary storage medium can be coupled tothe processor such that the processor can read information from, andwrite information to, the storage medium. In the alternative, thestorage medium can be integral to the processor. The processor and thestorage medium can reside in an ASIC.

It will be understood that the benefits and advantages described abovemay relate to one embodiment or may relate to several embodiments. Theembodiments are not limited to those that solve any or all of the statedproblems or those that have any or all of the stated benefits andadvantages.

Any reference to ‘an’ item refers to one or more of those items. Theterm ‘comprising’ is used herein to mean including the method blocks orelements identified, but that such blocks or elements do not comprise anexclusive list and a method or apparatus may contain additional blocksor elements.

It will be understood that the above descriptions of various embodimentare given by way of example and not by limitation. Accordingly, variousmodifications may be made by those skilled in the art. Although variousembodiments have been described above with a certain degree ofparticularity, or with reference to one or more individual embodiments,those skilled in the art could make numerous alterations to thedisclosed embodiments without departing from the spirit or scope of thisdisclosure.

The above description of the disclosed embodiments is provided to enableany person skilled in the art to make or use the subject matterdisclosed. Various modifications to these embodiments will be readilyapparent to those skilled in the art, and the generic principlesdescribed herein can be applied to other embodiments without departingfrom the spirit or scope of the disclosure. Thus, it is to be understoodthat the description and drawings presented herein represent a presentlypreferred embodiment of the disclosure and are therefore representativeof the subject matter, which is broadly contemplated. It is furtherunderstood that the scope of the present disclosure fully encompassesother embodiments that may become obvious to those skilled in the art.

What is claimed is:
 1. A device for retrofitting a vehicle for unmannedoperation, the device comprising: an outer housing having a gear race;an inner gear ring having a plurality of attachment points and locatedin the gear race; at least one tong coupled to the inner gear ring atone or more attachment points of the plurality of attachment points andconfigured to engage with a steering wheel of the vehicle; and a servomotor having a pinion gear drivingly engaged with the inner gear ringwithin the gear race, the servo motor configured to receive commandsfrom a navigation computer
 2. The device of claim 1, wherein the outerhousing and the inner gear ring surround a steering column of thevehicle.
 3. The device of claim 2, wherein the inner gear ring comprisesa removable gear ring section.
 4. The device of claim 2, wherein theouter housing comprises an upper portion coupled to a lower portion by ahinge assembly, the upper portion having a first fastener end oppositethe hinge assembly and the lower portion having a second fastener endopposite the hinge assembly, the first fastener end and the secondfastener end configured to be coupled together with a connectingassembly to form the gear race and surround the steering column.
 5. Thedevice of claim 4 further comprising: an upper mounting bracket operablycoupled to the upper portion of the outer housing and the vehicle; and alower mounting bracket operably coupled to the lower portion of theouter housing and the vehicle.
 6. The device of claim 2, wherein theouter housing comprises an upper portion coupled to a lower portion by afirst connecting assembly at a first end, the upper portion beingcoupled to the lower portion by a second connecting assembly at a secondend to form the gear race and surround the steering column.
 7. Thedevice of claim 1, comprising two tongs, each of the two tongs engageswith the inner gear ring in positions which cause them to interact withone or more spokes of the steering wheel.
 8. The device of claim 1,wherein the at least one tong engages with the inner gear ring via oneor more attachment points of the plurality of attachment points, the atleast one tong being adjustable to a position about a circumference ofthe inner gear ring.
 9. The device of claim 1, wherein the outer housingfurther comprises one or more rollers operable to support a rotation ofthe inner gear ring along the gear race and within the outer housing.10. A system for operating an unmanned vehicle comprising: a memoryconfigured to store navigation data; a processor coupled to the memoryand configured to generate commands for control of the vehicle; asteering actuator being coupled to the processor and operable to rotatea steering wheel of the vehicle according to the commands, the steeringactuator having one or more tongs operable to engage one or more spokesof the steering wheel without being coupled to the steering wheel. 11.The system of claim 10, wherein the steering actuator further comprises:an inner gear ring having a plurality of attachment points formed abouta top surface and operable to engage with the one or more tongs; anouter housing having a gear race formed to accept the inner gear ring ina clearance fit; and a servo motor operable to rotate the inner gearring within the gear race according to the commands, wherein movement ofthe inner gear ring rotates the one or more tongs to rotate the steeringwheel.
 12. The system of claim 11, wherein the outer housing comprisesan upper portion coupled to a lower portion via a hinge assembly at afirst end, the upper portion and the lower portion forming a gear racewhen coupled by a connecting assembly at a second end.
 13. The system ofclaim 12, wherein the inner gear ring has a removable gear ring sectionto accommodate a steering column during installation.
 14. The system ofclaim 10 further comprising a plurality of sensors coupled to theprocessor and configured to provide at least speed and locationinformation to the processor, wherein the plurality of sensors and theprocessor are operable to allow the unmanned vehicle to autonomouslyfollow a preprogrammed mission plan.
 15. A steering actuator for anunmanned vehicle, the unmanned vehicle having a dashboard, a steeringcolumn and a steering wheel having spokes, the steering actuatorcomprising: an outer housing formed to surround the steering columnbetween the dashboard and the steering wheel, the outer housing having agear race; an inner gear ring disposed within the gear race, the innergear ring having a top surface formed with a plurality of attachmentpoints and a plurality of gear teeth formed along a circumference of theinner gear ring; one or more tongs coupled to one or more attachmentpoints of the plurality of attachment points, the one or more tongsextending through an interior portion of the steering wheel andinteracting with the spokes without being coupled to any portion of thesteering wheel; and a servo motor coupled to the outer housing andoperable to move the inner gear ring and the tongs.
 16. The steeringactuator of claim 15, wherein the outer housing comprises an upperportion hingably coupled to a lower portion via a hinge assembly at afirst end, the upper portion and the lower portion forming the gear racewhen coupled by a connecting assembly at a second end, wherein the upperportion and the lower portion each have a curved shape.
 17. The steeringactuator of claim 16 further comprising: an upper mounting bracketoperably coupled to the upper portion of the outer housing and thevehicle; and a lower mounting bracket operably coupled to the lowerportion of the outer housing and the vehicle.
 18. The steering actuatorof claim 15, wherein the servo motor is configured to receive commandsfrom a navigation computer.
 19. The steering actuator of claim 15,wherein the gear race comprises one or more rollers engaged with thegear teeth of the inner gear ring.
 20. The steering actuator of claim15, wherein the servo motor is drivingly engaged with the inner gearring.